IV - Part 6 GL 2007

Section 6

Propulsion Systems

Chapter 5 Page 61

Section 6 Propulsion Systems

A. 1. Main Propulsion System Scope B. 1. 1.1 Rudder Propellers General Definition

As main propulsion system of a mobile offshore unit the following arrangement shall be understood:

driving source in form of an internal combustion

engine, gas turbine or steam turbine

couplings reduction gear, if applicable main shafting including its bearings propeller rudder steering gear
For this system also the torsional vibrations have to be investigated. 2. References

The rated power of rudder propellers is transmitted to the propeller via a rotating shaft, vertically to the propeller shaft and a gear situated in an underwater housing. This housing is turnable and therefore the steering effect is achieved by changing the direction of the propeller thrust. 1.2 Scope

The requirements of B. apply to rudder propellers as main and auxiliary drive for mobile offshore units, the units manoeuvring station and all transmission elements from the manoeuvring station to the rudder propeller. For the electrical equipment see Chapter 6 Electrical Installations, Section 12, B. 1.3 Documents for approval

As the elements of the system described in 1. are identical to the systems used on seagoing merchant ships the requirements for their Classification or Certification are not fully defined in these Rules, but are also referred to the GL Rules I Ship Technology, Part 1 Seagoing Ships. The following references can be given:

Assembly and sectional drawings as well as part drawings of the gears and propellers giving all the data necessary for examination are to be submitted to GL in triplicate for approval. 2. 2.1 Materials Approved materials

internal combustion engines, see Section 3 steam turbines according to GL Rules I 1 2,

Section 3a

gas turbines, see Section 4 couplings see Section 5, G. gears, see Section 5, A. F. main shafting according to GL Rules I 1 2,
Section 4

2.1.1 As a rule, important load-transmitting components shall be made of steel or cast steel complying with the GL Rules II Materials and Welding, Part 1 Metallic Materials. With the consent of GL, cast iron may be used for certain components. Pressure vessels shall in general be made of steel, cast steel or nodular cast iron (with a predominantly ferritic matrix). For welded structures, the GL Rules II Materials and Welding, Part 3 - Welding are to be observed. For gear materials see Section 5, B.1, for propeller materials see A.2.

propeller according to GL Rules I 1 2, Section

6

rudder according to GL Rules I 1 - 1, Section 14 steering gear according to GL Rules I 1 2,

Section 14, A.

torsional vibrations, see Section 7

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2.1.2 Casings with house journal and guide bearings on units with nozzle rudder and ice class are not to be made of grey cast iron. 2.1.3 The pipes of the hydraulic system are to be made of seamless or longitudinally welded steel tubes. The use of cold-drawn, unannealed tubes is not permitted. At points where they are exposed to damage, copper pipes for control lines are to be provided with protective shielding and are to be safeguarded against hardening due to vibration by the use of suitable fastenings. 2.1.4 High-pressure hose assemblies may be used for short pipe connections subject to compliance with Section 13d, if this is necessary due to vibrations or flexibly mounted units. 2.1.5 The materials used for pressurized components including the seals shall be suitable for the hydraulic oil in use. 2.2 Testing of materials

caused by unintentional turning of the rudder propellers at full power and unit speed to any angle. 3.3.2 The failure of a single element within the control and hydraulic system of one rudder propeller, shall not lead to the failure of the other rudder propellers. 3.3.3 An auxiliary steering device has to be provided for each rudder propeller. In case of a failure of the main steering system of a main drive, the auxiliary steering device shall at least be capable of moving the rudder propeller to midship position. 3.3.4 Where the hydraulic systems of more than one rudder propeller are combined, it shall be possible in case of a loss of hydraulic oil to isolate the damaged system in such a way that the other control systems remain fully operational. 3.4 Position indicators

All important components of the rudder propeller involved in the transmission of torque and bending moments have to be tested under supervision of GL in accordance with the GL Rules II Materials and Welding, Part 1 Metallic Materials. 3. 3.1 Design and equipment Number of rudder propellers

3.4.1 The position of each rudder propeller shall be clearly discernible on the navigating bridge and at each manoeuvring station. 3.4.2 The actual position shall also be discernible at the rudder propeller itself. 3.5 Pipes

Each unit shall have at least two rudder propellers if used as main drive. The rudder propellers shall be capable of being operated independently of the other. 3.2 Locking devices

3.5.1 The pipes of rudder propeller systems are to be installed in such a way as to ensure maximum protection while remaining readily accessible. Pipes are to be installed at a sufficient distance from the units shell. As far as possible, pipes should not pass through working spaces. Connections to other hydraulic systems are not permitted. 3.5.2 For the design and dimensions of pipes, valves, fittings, pressure vessels etc., see Section 12c Pressure Vessels, Heat Exchangers and Section 13d General Design of Piping Systems. 3.6 Oil level indicators, filters

Each rudder propeller is to be provided with a locking device to prevent the unintentional rotation of the propeller and the turning mechanism of the rudder propeller which is out of service at any time. If used as main drive, it shall be possible to operate the unit with all remaining power at a sufficient speed for safe operation, without any problems at the locking devices. 3.3 Controls

3.3.1 Both the drive and the turning mechanism of each rudder propeller shall be controlled from a manoeuvring station on the navigating bridge. The controls shall be mutually independent and so designed that the rudder propeller cannot be shifted unintentionally. An additional combined control for all rudder propellers is permitted. The steering angle of the rudder propellers shall be restricted to a predefined working range. This may be dispensed with in cases where no danger for the unit is

3.6.1 Tanks within the hydraulic system are to be equipped with oil level indicators. 3.6.2 The lowest permissible oil level is to be monitored. Audible and visual alarms shall be given on the navigating bridge and in the machinery space. The alarm on the navigating bridge shall be an individual alarm. 3.6.3 Filters for cleaning the operating fluid are to be located in the piping system.

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3.7

Lubrication

3.7.1 The lubricating oil supply is to be ensured by a main pump and an independent standby pump. 3.7.2 In the case of a separate lubricating system in which the main lubricating oil pumps can be replaced with the means available on board, complete standby pumps ready for mounting may be carried on board. 4. 4.1 Design Gears

pc = design pressure = maximum allowable working pressure [bar] = the pressure at which the relief valves open. However, for working pressures above 200 bar the test pressure need not exceed p + 100 bar.

For pressure testing of pipes, their valves and fittings, see Section 13d. Tightness tests are to be performed on components to which this is appropriate.
5.3 Final inspection and operational testing

For the design of gears see Section 5. The turning gears are in general to take form of spur gears or bevel gears. 4.2 Shaft line

For the design of the propeller shaft, between propeller and gear wheel, see A.2. For the design of the remaining part of this shaft and all other shafts see Section 5, D.1. 4.3 Propellers

After inspection of the individual components 5.3.1 and completion of assembly, rudder propellers are to undergo a final inspection and operational test. The final inspection shall be combined with a trial run lasting several hours under part or full-load conditions. A check is to be carried out on the tooth clearance and contact pattern.
5.3.2 When no suitable test bed is available for the operational and load testing of large rudder propellers, the tests mentioned in 5.3.1 can be carried out on the occasion of the dock test. 5.3.3 Limitations on the scope of the test require GLs consent. 6. 6.1 Testing on board All drives

For the design of propellers see A.2. 4.4 Support pipe

The dimensional design of the support pipe and its attachment to the units hull shall take account of the loads due to the propeller and nozzle thrust including dynamic components. 4.5 Pipes

The arrangement and design of pipes, valves, fittings and pressure vessels see Section 13d and Section 12c. 5. 5.1 Tests in the manufacturer's work Testing of power units

The faultless operation, smooth running and bearing temperatures of the gears and control system are to be checked during the sea trials under all steaming conditions.
6.2 Main drives

The power units are required to undergo tests on a test stand in the manufacturers works. 5.1.1 For diesel engines, see Section 3.

After the conclusion of the sea trials, the toothing is to be examined through the inspection openings and the contact pattern is to be checked. The tooth contact pattern is to be assessed on the basis of the reference values for the percentage area of contact given in Section 5, Table 5.3. The scope of the check on contact pattern following the sea trials may be limited with the Surveyors agreement provided that the checks on contact pattern called for in 5.3.1 have proved satisfactory.

5.1.2 For electric motors, see Chapter 6 Electrical Installations, Section 15. 5.1.3 For hydraulic pumps and motors the GL Rules VI Additional Rules and Guidelines, Part 6 Pumps Compressors Fittings, Chapter 1 Guidelines for the Design, Construction and Testing of Pumps are to be applied analogously. Where the drive power is 50 kW or more the testing is to be carried out in the presence of a GL Surveyor. 5.2 Pressure and tightness tests

C. 1. 1.1

Lateral Thrust Units General Scope

Pressure components are to undergo a pressure test. The test pressure is pp :

p p = 1,5 pc

The requirements contained in C. apply to the lateral thrust unit, the manoeuvring station and all the transmission elements from the manoeuvring station to the lateral thrust unit.

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1.2

Documents for approval

Assembly and sectional drawings for lateral thrust units with an input power of 100 kW and more together with detail drawings of the gear mechanism and propellers containing all the data necessary for checking are each to be submitted to GL in triplicate for approval. In the case of propellers, this only applies to propulsive power levels above 500 kW.
2. Materials

For hydraulic pumps and motors with a drive power of 100 kW or more, the tests are to be conducted in the presence of a GL Surveyor. For lateral thrust units with an input power of less than 100 kW final inspection and function tests may be carried out by the manufacturer, who will then issue the relevant Manufacturer Inspection Certificate.
5. Shipboard trials

Testing is to be carried out during sea trials during which the operating times are to be established.

Materials are subject, as appropriate, to the provisions of Section 5, B. A.2. applies analogously to the materials and the material testing of propellers.
3. Dimensioning and design D. 1. Podded Drives Definition

3.1 The design of the relevant components of lateral thrust units shall be in accordance with Section 5 for gears and shafting, that of propellers with A.2. 3.2 The pipes of hydraulic lateral thrust units are to be made of seamless or longitudinally welded steel tubes. The use of cold-drawn, unannealed tubes is not permitted.

The propulsion power for this type of drive will be created by an electric motor in the underwater gondola of the drive and directly transmitted to one or two propellers at the gondola ends. The underwater part of the system is turnable in a similar way as foreseen for rudder propellers and therefore a steering effect with full propulsion power can be achieved.
2. Structural measures

At points where they are exposed to damage, copper pipes for control lines are to be provided with protective shielding and are to be safeguarded against hardening due to vibration by the use of suitable fastenings. High pressure hose assemblies may be used for short pipe connections subject to compliance with Section 13d, if this is necessary due to vibrations or flexibly mounted units.
3.3 Lateral thrust units shall be capable of being operated independently of other connected systems. 3.4 Windmilling of the propeller during sea passages has to be taken into account as an additional load case. Otherwise effective countermeasures have to be introduced to avoid windmilling, e.g. a shaft brake. 3.5 In the propeller area the thruster tunnel shall be protected against damages caused by cavitation corrosion by effective measures, such as stainless steel plating. 3.6 For the electrical equipment of lateral thrust units, see Chapter 6 - Electrical Installations, Section 12, C. 4. Tests in the manufacturer's works

The space where the podded drive is connected to the unit's hull has to be surrounded by longitudinal and transverse watertight bulkheads. The thickness of the shell has to be increased locally. As podded drives are of novel design direct calculations of the scantlings have to be submitted to GL.
3. Requirements for the components

If the podded drives shall be subject to Classification its components must fulfil the requirements of the already existing GL Rules, such as:

gears, couplings, see Section 5 shafting, see A. propeller, see A. turning mechanism: analogous to rudder propellers, see B. Installations, Section 12, D.

electrical installations, see Chapter 6 Electrical

E. 1. 1.1

Dynamic Positioning Systems (DP Systems) General Scope

The complete installation necessary for positioning a unit dynamically comprises the sub-systems:

power system thruster system control system

B.5. is applicable as appropriate.

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For the electrical equipment see Chapter 6 Electrical Installations, Section 12, E.
1.2 Position keeping

2.2.5 The requirements for the DP system arrangement for the different Class Notations are shown in Table 6.1. 2.3 Worst case failure

Position keeping means maintaining a desired position within the normal excursions of the control system and under the defined environmental conditions.
2. 2.1 Requirements for Class Notations Reliability

Based on the single failure definitions the worst case failure shall be determined and used as criterion for the consequence analysis.
2.4 Documents for approval

A DP system consists of components and systems acting together to achieve sufficient reliable position keeping capability. The necessary reliability is determined by the consequence of a loss of position keeping capability. The larger the consequence, the more reliable the DP system shall be. Consequently the requirements have been grouped into three Class Notations. For each Class Notation the associated single failure criteria shall be defined. The Class Notation of the unit required for a particular operation is based on a risk analysis of the consequence of a loss of position.
2.2 Class Notations

The documents and drawings specified below are to be submitted for approval at least in triplicate. Operation and maintenance manuals may be submitted in a single set:

general description of the system documentation for control, safety and alarm systems including test program

thruster documentation electric power system documentation

2.5 Failure Mode and Effect Analysis (FMEA)/Redundancy test

2.2.1 For Class Notation DP 1, loss of position may occur in the event of a single fault. 2.2.2 For Class Notation DP 2, a loss of position may not occur in the event of a single fault in any active component or system. Static components will not be considered to fail where adequate protection from damage is demonstrated and reliability is to the satisfaction of GL. Single failure criteria apply to:

Documentation concerning reliability and availability of the DP system shall be provided for the Class Notations DP 2 and DP 3 by means of a Failure Mode and Effect Analysis (FMEA). As an alternative to a FMEA the redundancy may be documented in a redundancy test procedure which is to be verified during sea trials.
3. Functional requirements

any active component or system, e.g. generators,

thrusters, switchboards, remote controlled valves, etc.

3.1 All components in a DP system shall be designed, constructed and tested in accordance with GL accepted rules and standards. 3.2 In order to meet the single failure criteria redundancy of components will normally be necessary as follows:

any static component, e.g. cables, pipes, manual

valves, etc. which is not properly documented with respect to protection and reliability
2.2.3 For Class Notation DP 3, a single failure applies to:

for Class Notation DP 2, redundancy of all active

components

for Class Notation DP 3, redundancy of all components and physical separation of the components
3.3 For Class Notation DP 3, full redundancy may not always be possible (e.g., there may be a need for a single change-over system from the main computer system to the back-up computer system). Nonredundant connections between usually redundant and separated systems may be accepted, provided that it is shown to give clear safety advantages, and that their reliability can be demonstrated and documented to the satisfaction of GL. Such connections shall be kept to a minimum and made to fail to the safest condition. Failure in one system shall in no case be transferred to the other redundant system.

items listed above for Class Notation DP 2, additionally any normally static component is assumed to fail

all components in any one watertight compartment, caused by fire or flooding

all components in any one fire sub-division,

caused by fire or flooding
2.2.4 For Class Notations DP 2 and DP 3, a single inadvertent action shall be considered as a single fault, if such an action is reasonably probable.

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3.4 Redundant components and systems shall be immediately available and with such capacity that the DP operation can be continued for such a period that the work in progress can be terminated safely. The transfer to the redundant component or system shall be automatic as far as possible, and operator intervention shall be kept to a minimum. The transfer shall be smooth and within acceptable limitations of the operation. 4. 4.1 Tests Factory acceptance test (FAT)

testing of the alarm system and switching logic of the measuring system (sensor, peripheral equipment and reference system) functional tests of control and alarm systems of each thruster tests of the electrical installations according to the requirements of Rules tests of the remote thrust control tests of the complete DP system (all operational modes, back-up system, alarm system and manual override)

Before a new installation is surveyed and tested factory acceptance tests shall be carried out at the manufacturers work. These tests are to be based on the approved program.
4.2 Initial survey

The initial survey includes a complete test of all systems and components and of the ability of the unit to keep position after single failures associated with the assigned Class Notation.
5. Further details

The initial survey shall include a complete survey of the DP system to ensure full compliance with the applicable parts of the Rules:

verification of redundancy and independence (Class Notations DP 2 and DP 3)

Further details concerning dynamic positioning are defined in the GL Rules I Ship Technology, Part 1 Seagoing Ships, Chapter 15 Dynamic Positioning Systems.

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Table 6.1

DP system arrangement
Subsystem or component Generators and prime mover Minimum requirements for Class Notation DP1 non-redundant DP2 redundant DP3 Redundant, separate compartments 2 with normally open bus-ties in separate compartments 2 redundant, through separate compartments

Main switchboard Power System

Bus-tie breaker Distribution system

0 Non-redundant

1 redundant

Power management Thruster system DPControl system Arrangement of thrusters Auto control; no. of computer systems Manual control; joystick with auto heading UPS

No non-redundant

if installed, if installed, adequate redundancy adequate redundancy redundant redundant 2+1 in separate compartments yes 2+1 in separate compartments 3 whereof 1 connected to back-up control system 2 2 3 one of each connected to back-up control system redundant, separate compartments redundant

yes

yes

Position reference systems Sensors Vessels sensors

Wind VRS Gyro

1 1 1 non-redundant non-redundant

2 2 2 or 3 non-redundant redundant

Cables and piping system Essential non-DP systems